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THEORY AND CALCULATION

OF

CANTILEVER BRIDGES

By RM . WILCOX Pit B ..

Instructor in Ciud Engineering in Leluigh University

NEW YORK
D. VAN NOSTRAND COMPANY
28 AND 27 WAN SA
1898
 GENERAL

THE VAN NOSTRAND SCIENCE SERIES.

16mo. Boards. Price 50 Cents Each ,
Amply Niastrated when the Subject Demands.

LIBRARY
OF THE

UNIVERSITY OF CALIFORNIA .

Class

No. 9. A TREATISE ON FOEL. By Arthur V. Abbott,

C.E. Founded on the original treatise of C. Will
iamn Siemens, D.C.L.
No. 10. - COMPOUND ENGINES. Translated from the
French of A. Mallet. Second edition , revised,
with results of American Practice by Richard H.
Buel, C.E.
No. 11. - THEORY OF ARCHES. By Prof. W. Allan.
No. 12. - THEORY OF VOUSSOIR ARCHES . By Prof. W.
Cain . Second edition, revised and enlarged .
No. 18. - GASES MET WITH IN COAL -MINES. By J. J.
Atkinson . Third edition , revised and enlarged
by Edward H. Williams, jun .
No. 14. - FRICTION OF AIR IN MINES. By J.J. Atkinson .
Second American edition.
No. 15. -SKEW ARCHES. By Prof. E. W. Hyde, C.E. Ilustr.
No. 16.- A GRAPHIC METHOD FOR SOLVING CERTAIN
ALGEBRAIC EQUATIONS. By Prof. G. L. Vose.
No. 18. - WATER AND WATER -SUPPLY. By Prof. W. H.
Corfield of the University College, London .
Second American edition .
dic 18.--SEWERAGE AND SEWAGE PURIFICATION . By
M. N. Baker, Assoc ate Editor Engineering News."
 THE VAN NOSTRAND SCIENCE SERIES.

No. 19. - STRENGTH OF BEAMS UNDER TRANSVERSE

LOADS. By Prof. W. Allan , author of " Theory
of Arches." Second edition , revised .
No. 20. - BRIDGE AND TUNNEL CENTRES. By John B.
McMaster, C.E. Second edition.
No. 21. - SAFETY VALVES. Second Edition . By Richard
H. Buel, C.E.
No. 22.- HIGH MASONRY DAMS. By E. Sherman Gould ,
M, Am , Soc . C. E.
No. 23. - THE FATIGUE OF METALS UNDER REPEAT CD
STRAINS. With various Tables of Results and
Experiments. From theGerman of Prof. Ludwig
Spangenburgh, with a Preface by S. H. Shreve,
A.M.
No. 24.- A PRACTICAL TREATISE ON THE TEETH OF
WHEELS, By Prof. S. W. Robinson . Second
edition , revised .
No. 25. - ON THE THEORY AND CALCULATION OF CON.
TINUOUS BRIDGES. By Mansfield Merriman ,
Ph.D.
No. 26.- PRACTICAL TREATISE ON THE PROPERTIES
OF CONTINUOUS BRIDGES. By Charles
Bender, C.E.
No. 27.- ON BOILER INCRUSTATION AND CORROSION .
By F. J. Rowan. New Ed. Rev. by F. E. Idell .
No. 28. - TRANSMISSION OF POWER BY WIRE ROPES.
Second edition . By Albert W. Stahl, U.S.N.
No. 29 , -STEAM INJECTORS . Translated from the French
of M. Leon Pochet.
No. 30.- TERRESTRIAL MAGNETISM AND THE MAG
NETISM OF IRON VESSELS . By Prof. Fair
man Rogers.
No. 31. - THE SANITARY CONDITION OF DWELLING.
HOUSES IN TOWN AND COUNTRY . Byl
George E. Waring, jun .
No, 32. - CABLE -MAKING FOR SUSPENSION BRIDGES.
By W. Hildebrand, C.E.
No. 33. - MECHANICS OF VENTILATION . By George W.
Rafter, C.E. New and Revised Edition.
No. 34.- FOUNDATIONS. By Prof. Jules Gaudard, C.E.
Second edition . Translated from the French.
No. 35. - THE ANEROID BAROMETER : ITS CONSTRUC
TION AND USE . Compiled by George W.
Plympton . Fourth edition.
No. 36. - MATTER AND MOTION. By J. Clerk Maxwell,
M.A. Second American edition.
No. 37. - GEOGRAPHICAL SURVEYING ; ITS USES,
METHODS, AND RESULTS. By Frank De
Yeaux Carpenter, C.E.
No. 38. - MAXIMUM STRESSES IN FRAMED BRIDGES.
By Prof. William Cain, A.M. , C.E.
New and revised edition .
 THE VAN NOSTRAND SCIENCE SERIES,

No. 39 .-- A HANDBOOK OF THE ELECTRO -MAGINESIO

TELEGRAPH . By A. E. Loring.
No. 40.-TRANSMISSION OF POWER BY COMPRESSED
AIR . By Robert Zahner, M.E. Second edition .
No. 41.-- STRENGTH OF MATERIALS. By William Kent,
C. E. , Assoc. Editor, Engineering Nows. Second Ed.
No. 42.-VOUSSOIR ARCHES APPLIED TO STONE
BRIDGES, TUNNELS, CULVERTS, AND
DOMES. By Prof. William Cain .
No. 43. -WAVE AND VORTEX MOTION . By Dr. Thomas
Craig , of Johns Hopkins University.
No. 44. - TURBINE WHEELS. By Prof. W. P. Trowbridge,
Columbia College. Second edition. Revised.
No. 45. - THERMODYNAMICS . By Prof. H. T. Eddy, Uni
versity of Cincinnati.
No. 46 .-- ICE -MAKING MACHINES. From the French of
M. Le Doux . Revised by Prof. Denton.
No. 47. -LINKAGES ; THE DIFFERENT FORMS AND
USES OF ARTICULATED LINKS. By J. D. C.
de Roos.
No. 48. - THEORY OF SOLID AND BRACED ARCHES
By William Cain , C.E.
No. 49.-ON THE MOTION OF A SOLID IN A FLUID .
By Thomas Craig , Ph.D.
No. 50 .-- DWELLING -HOUSES : THEIR SANITARY CON.
STRUCTION AND ARRANGEMENTS. By Prof.
W. H. Corfield .
No. 51. — THE TELESCOPE : ITS CONSTRUCTION , ETC.
By Thomas Nolan.
No. 52 .-- IMAGINARY QUANTITIES . Translates irom the
French of M. Argand. By Prof. Hardy.
No. 53.-INDUCTION COILS : HOW MADE AND HOW
USED. Fifth edition .
No. 54. - KINEMATICS OF MACHINERY . By Prof. Ken.
nedy. With an introduction by Prof. R. H.
Thurston .
No. 55. - SEWER GASES : THEIR NATURE AND ORIGIN .
By A. de Varona. 2a ed ., revised and enlarged.
No. 56. -THE ACTUAL LATERAL PRESSURE OF EARTH
WORK By Benjamin Baker, M. Inst. C.E.
No: 57.-INCANDESCENT ELECTRIC LIGHTING A
Practical Description of the Edison System . By
L. H. Latimer, in which is added the Design and
Operation of Incandescent Stations. By c . J.
Field , and the Maximum Efficiency of Incandes
cent Lamps, by John W. Howell.
No. 58.-- THE VENTILATION OF COAL -MINES. By W.
Fairley, M. E. , F.S.S. , and Geo. J. André.
No. 59.- RAILROAD ECONOMICS ; OR , NOTES WITH
COMMENTS. By S. W. Robinson . C.E.
 THEORY AND CALCULATION

OF

CANTILEVER BRIDGES .

BY R. M. WILCOX , PH. B. ,
Instructor in Civil Engineering in Lehigh University.

NEW YORK
D, VAN NOSTRAND COMPANY
23 MURRAY AND 27 WARREN STREET
1898
 BG
TG
E
AV

GENLRAL

Copyright, 1898,
BY
D. VAN NOSTRAND COMPANY,

1
 PREFACE .

This volume replaces the original No. 25

of Van Nostrand's Science Series, bear
ing the title “ Theory and Calculation of
Continuous Bridges,” by Prof. Mansfield
Merriman , which was published in 1875.
The continuous girder, though exten
sively built in Europe prior to 1875 , has
now gone entirely out of use, except for
revolving draw -bridges, and the cantilever
bridge has taken its place . Indeed, the
modern cantilever bridge is simply a
continuous girder with the chords cut,
a form of construction which lacks most
of the theoretical objections of its ances
tor, and at the same time possesses the
very great advantage over simple trusses
of erection without false work.
This book has been written with the
object of presenting as clearly as possible
the theory and methods of calculating the
stresses in the trusses of cantilever bridg
IV . PREFACE .

es. Both highway and railroad structures

are discussed. In each case a sufficient
number of the stresses have been worked
out to illustrate the application of the
methods, and the stresses in all the mem
bers are given in tables.

R. M WILCOX,

SOUTH BETHLEHEM , PA.,

March , 1898.
 CONTENTS .

CHAPTER I. - Introduction .

ART. 1. History of Cantilever Bridges.

2. Classification .

CHAPTER II. -Highway Bridges.

ART. 3. Definitions.
4. Dead Load.
5. Reactions Due to Dead Load.
6. Shear and Shear Diagrams.
7. Moment and Moment Diagrams.
66

8. Cantilevers with Horizontal Chords ;

Stress in Web Members.
66

9. Cantilevers with Horizontal Chords ;

Stress in Chord Members.
10. Cantilevers with One Chord Inclined .
" 11. Shears and Moments Due to Concen.
trated Live Load.
“ 12. Max . + and Shear Due to Uniform
Live Load .
“ 13. Max . + and Moment Due to Uniform
Live Load .
“ 14. Cantilever with Horizontal Chords, Uni.
form Live Load Stresses .
VI . CONTENTS .

ART. 15. Snow Load and Snow Load Stresses.

16. Stresses Due to Wind .
17. False Members for Purposes of Erection .
18. Final Max, and Min . Stresses.

CHAPTER III. - Railroad Bridges.

ART. 19. Loads on Cantilever R. R. Bridges.

20. Reaction Due to Dead Load .
21. Stresses Due to Dead Load.
22. Live Load .
23. Live Load Stresses.
24. Wind Load Stresses.

:
 CHAPTER I.

INTRODUCTION .

ARTICLE 1. - HISTORY.
THE cantilever bridge is a develop
ment of the continuous girder; in fact it
is the continuous girder with the chords
cut and hinged ( properly) at the points of
reversion of flexure.
The first real practical type of canti
lever bridge consisted of two sets of logs
projecting out from the two opposite shores
of a stream and the space between the
ends of these arms spanned by other logs
or beams . Such a bridge was built in
Thibet about 240 years ago. For a de
scription see R. R. Gazette, 1882 , p . 2 .
A book entitled “ A Treatise on Bridge
Architecture," by Thomas Pope , published
in New York in 1811 , sets forth a scheme
for bridging the Hudson river. It was
called “ Pope's Flying Pendant Lever
 2

Bridge ,” and contained the principles of

the cantilever bridge ; but Pope's ideas
were decidedly erroneous as regards the
stresses .
At a time when tubular bridges and
continuous girders were in favor, -about
1850 , -it was suggested, by Edwin Clark,
that the chords in continuous girders be
severed at the points of contrary flexure,
and the central portion be hung at those
points. This plan though not carried into
practical operation until some twenty-five
years later, was nevertheless the essential
principle of the modern cantilever bridge .
In 1833 M. A. Canfield built a bridge at
Paterson, N. J., which is claimed to be
the first cantilever bridge ever built in
· America. In 1876–77 C. Shailer Smith
built the “ Kentucky River Bridge," 300
feet above water. A suspension bridge
was originally intended, and towers were
built for that purpose . The bridge was
built out from the shore panel by panel
until the towers were reached, and then
continued on until connections were made
at the middle. Then, in order to avoid
 3

alternate stresses which would be pro

duced if the bridge was perfectly stiff,
the chords were cut on the shore arms
near the piers. This bridge is located on
the Kentucky river, about 112 miles from
Cincinnati . For full description see
Transactions of the Am . Soc. C. E. , Nov.
1878 .
In 1867–68 Prof. W. P. Trowbridge,
of the School of Mines of Columbia College ,
New York, conceived of and executed a
plan for the first long-span cantilever in
America. It was designed to span the
East river opposite 76th street, New York ,
and involved the construction of two im
mense masonry piers 135 feet high placed
on Blackwell's Island. On top of these
masonry piers it was intended to place
iron towers 150 feet higher. For full
description of the proposed bridge see
Eng. News , Dec. 23, 1883 .
“ The Niagara Cantilever Bridge ” was
begun in April, and completed in Decem
ber, 1883. It was considered a wonderful
piece of engineering, both in the rapidity
of construction and obstacles overcome.
 4

It was designed by C. C. Schneider, M.

Am. Soc. C. E. , and built by the “ Cen
tral Bridge Works” of Buffalo, N. Y.
The principal dimensions are : Length over
all 910 feet , each cantilever 375 feet, and
central span 120 feet. It has two points
of support 25 feet apart at the piers, which
are simply iron towers . The structure
carried two lines of railroad 299 feet above
the surface of the water of Niagara river.
A paper on this bridge is to be found in
vol. xiv of the Transactions of Am . Soc . ,
C. E.
The next cantilever bridge of impor
tance built in America was the “ St. John
River Bridge.” It was opened for traffic
in September, 1885, and was another ex
ample of rapid construction . It had the
following general dimensions: Total length
8124 feet, two cantilevers of 287 and 382
feet respectively, and a central span of
143 } feet. A full account of this bridge
is to be found in R. R. Gazette , 1885,
p . 691 .
“ The Louisville Bridge ,” over the
Ohio river, connecting the cities of Lou
 5

isville, Ky. , and New Albany, Ind. , con

sists of two cantilever spans 480 and 483
feet long respectively, separated by a con .
tinuous span of 360 feet ; two anchor spans
of 260 feet each, a swing span of 370 feet,
and a fixed span on the New Albany side
of 240 feet-making a total length of 2453
feet. The distance from the under side of
the trusses to the water is 95 feet. It
was built in 1886, by the Union Bridge
Co. under trying difficulties, and was
made of open - hearth steel . See Eng. News ,
Nov. 27 , 1886 .
“ The Poughkeepsie Bridge ," over the
Hudson river at Poughkeepsie, N. Y. , has
a total length (not including viaduct ap
proaches ) of 3093 feet. It is 212 feet above
high water and consists of five spans
of continuous and cantilever trusses . It
was built by the Union Bridge Co. , in
1887–88. The foundations for the piers of
this bridge were very deep, one being 12
feet below the surface of the river. See
R. R. Gazette, July 1 , 1887, and also Eng.
News, Oct. 29, 1887.
The " Philadelphia Cantilever Bridge,"
 6

over the Schuylkill river at Market street,

completed in 1888, is about 409 feet long
and 77 feet wide, and consists of two canti
lever spans 166 feet 104 inches, and one
central span 76 feet long.
The “ Great Forth Bridge” was com
menced in 1881 and completed in 1890.
K crosses the “ Firth of Forth ” in Scotland,
and consists of three gigantic cantilevers
connected by two central spans each 350
feet long. The middle cantilever is 1620
feet long, and rests on two supports 260
feet apart. The other two cantilevers are
each 1505 feet long, and rest on two sup
ports of 145 feet apart. The total length
of the bridge is , therefore, 5330 feet . This
length does not include the approaches,
which in themselves are immense struc
tures. The maximum distance between
piers is 1700 feet, the longest span in the
world. The clearance of the central spans
above high water is 150 feet. A full his
tory and description of this bridge is given
in London Engineering, of 1890 , p . 213.
Other important cantilever bridges
have been built, principal among which in
 7

America may be mentioned the “ Red Rock

Cantilever Bridge " in California, and the
" Memphis Bridge” at Memphis, Tenn .
The former was built in 1890, and its main
span is 660 feet long. See R. R. Gazette,
April 25 , 1890, and Eng. News, Sept. 27
and Oct. 4, 1890 .
The " Memphis Bridge ” was opened
for traffic in 1892. Largest span 790 feet.
See Eng. News, May 12, 1892 .

ARTICLE 2. - CLASSIFICATION .

A cantilever bridge, as defined in the

Century dictionary, consists of bracket
shaped beam trusses extending inward
from their supports and connected at the
middle of the span, either directly or by
an intermediate span of ordinary construc
tion.
This arrangement is shown in Fig. 1 ,
and is the simplest type of the modern
cantilever bridge. Various modifications
of the arrangement of the trusses exist in
cantilever bridges, but all contain the
principle of the bracket or arm supporting
 8

a weight, which is kept in equilibrium by

a counter -weight or reaction .
Cantilever bridges are arbitrarily divid
ed into two general classes , depending
upon the arrangement of the supports.
The first includes those which have two
points of support at the pier, as is shown
in Fig . XXIII . The " Niagara Cantilever "
and " Great Forth ” bridges are examples
of this class . The second includes those
cantilever bridges which at the pier are
supported at a single point. Fig. VII
represents the arrangement of the reac
tions for the second class, and the “ St.
John River ” and “ Louisville ” bridges are
good examples of it. The calculations of
the reactions for the two cases is quite
different, as will be seen by reference to
the formulas in Articles 21 and 5 respect
ively.
 9

CHAPTER II .

HIGHWAY BRIDGES.

ARTICLE 3. DEFINITIONS.

The following definitions of shore arm ,

river arm , and central span apply gener
ally to both classes of cantilevers, but par
ticularly to the truss arrangement repre
sented by the Niagara cantilever bridge,
in which there are two piers and two
abutments .
Fig. VII . shows this arrangement of
trusses, and reference to it will make the
definitions clearer.
Shore arm is that part of the bridge in
cluded between the abutment and pier, or
AF.
River arm is that part included between
the pier and central span , or FJ .
Central span is a simple truss supported
by the ends of the river arms. Only one
 10

half of the central span is shown in Fig .

VII .
All forces acting upward are to be taken
as positive , and all forces acting downward
negative . Thus a positive reaction is one
acting upward, while a negative reaction
is downward.
Maximum stress means the greatest
possible stress , either positive or negative,
that can occur in a member. Minimum
stress means the least possible stress of
the same nature as the maximum stress,
or if possible the greatest stress of the
opposite kind. Maximum and minimum
represent, therefore, the greatest range of
1
stress.
Shear diagrams are drawn to represent
the distribution of shear throughout the
bridge due to the position of the load
shown , while moment diagrams represent
the distribution of moments for the par
ticular position of the load shown.
The plus sign placed before a stress
means tension, and the minus sign com
pression .
 11

ARTICLE 4. -DEAD LOAD.

The problem of deducing a general for

mula for dead load in a cantilever bridge,
in order to calculate the dead load stresses ,
is one very difficult to solve, either theo
retically or empirically. There are so many
different forms of cantilevers, varying in
so many ways, that each one seems to be
a distinct problem in itself. With such
conditions to contend with, it seems al
most impossible to derive a formula for
dead load.
No satisfactory formula for dead load in
cantilever bridges has ever been found, to
the author's knowledge, until very re
cently. In a little book called “ De
Pontibus," by J. A. L. Waddell ( N. Y. ,
John Wiley & Sons , 1898 ) is presented
a formula or diagram for dead load. From
this the dead load for each apex of shore
and river arms can be found by means of
what is called a " percentage curve.” This
curve is plotted from values taken from
a number of typical cantilever bridges,
and represents the ratio of the dead apex
 12

load of any panel of the shore and river

arms, and the dead apex load of the sus
pended or central span . It checks with
remarkable precision the estimated weight
of the proposed North River Bridge at
New York . Although Mr. Waddell does
not guarantee it to be accurate for all
forms of cantilevers, nevertheless, suitable
modifications of it can probably be so
made, as it seems to be based on the right
principle .
In the absence of any formula, the only
way to get the dead load is to weigh the
material, or get the actual shop weights .
This is laborious, and involves the calcu
lation of the stresses in certain members : 1
say the end panel of the river arm , due to
half the dead weight of the central span,
live load on central span, the effect of
wind , together with an assumed weight
of the members themselves. If the bridge
is a highway bridge, a stress due to snow
load should be included. With this maxi
mum stress the members considered are
designed (rather roughly at first ), and
their weight compared with the assumed

!
 13

dead weight. If there is but slight differ

ence between the assumed and actual
weights of the members, all well and good ;
but if too great a difference exists between
them , the work should be repeated to the
extent necessary for close agreement in
assumed and actual weights.
This book is not intended to explain the
method of designing bridges, but to show
how to calculate the stresses in the mem
bers of a cantilever bridge : hence, it is of
little importance whether the results ob
tained are the stresses caused by the act
ual weight of the bridge and the possible
weights which may act upon it. The dead
apex loads, therefore, will be assumed ,
and such values taken as to give simple
numerical computation .

ARTICLE 5.—REACTIONS DUE TO

DEAD LOAD.

Let w = load per linear foot.

Ri shore reaction .
Pus = river reaction.
1 = length of shore arm .
 14

m = length of river arm.

n = length of central span .
W = total weight on bridge.

-m -- * -- n

R R,

Fig. I

Since one half the weight of the central

span, w n , is supported at the end of the
river area, the reaction R, can be found by
taking R, as the origin of moments, then
Wn
R, 1 + ( 1 + m ) + 5 w ( 1 + m ) = 0, or
2
w n (1 + m ) + w (1 + m )2
R, = (1 )
21
= W
But R, + R ,
= w (1+ m + )

and R1
= w (1 + m + *) – R..... ( 2)
By taking the end of the river arm as
the origin of moments, the moment of the
forces on the left is

R , m - IW ( 1 + m ) - Ri (1 + m ) = 0... ( 3)

1
 15

and R , - Ś W ( 1 + m )’ — R , m
...( 4 )
it m
These equations are sufficient to deter
mine the reactions in any cantilever with
supports arranged as shown in Fig. I.
R1 may have a positive, negative, or zero
value, depending upon the relative length
of 1, m and n.
The criterion that Rı shall equal zero is
expressed by the equation 1 + m2 + m n
0, from which l V mia + m n.
When 1 is greater than v m2 + m n , the
value of R , is greater than zero , or positive,
and acts upward ; also , when l is less than
V m2 + m n , the value of Rį is negative ,
and acts downward .

ARTICLE 6. - SHEAR DUE TO DEAD LOAD.

Since the shear in any section of a

beam is equal to the algebraic sum of the
vertical forces on the left of that section ,
it follows that the shear in the shore arm
at any section distant x from R1 ( see Fig. I )
may be expressed by the equation Ri --
 16

W X. For the river arm the expression

for shear in any section distant x from
Rı is , Ri + R , - W X. The shear in any
section of central span distant x from its
W n
left end is W X.
2
The distribution of shears due to dead
load for the different sections through
out, for the case when 1 is greater than
V ma + mn is represented by the dia
gram of Fig. II. , Rį being positive.
,
R

30

Fig. II

Fig. III shows the distribution of shears

for the case when l is less than v mº + mn,
or when R , is negative.
 17

R, Re

Fig. III

ARTICLE 7 .--DEAD LOAD BENDING

MOMENT..

In order to find the moment at any sec

tion of the shore and river arms , it is neces
sary first to find the values of R, and R ,
from equations ( 1 ) and ( 2 ) . The moment
at any section of the shore arm distant x
from Rı is represented by the equation
W x?
M R1 x
2
The point of maximum moment is where
the vertical shear equals zero . Put the
equation for shear R , – w x equal to zero ,
 18

solve for x, and substituting this value of

x in the above equation will give the maxi
mum moment in shore arm .
When Rí is positive there exists, in the
shore arm , an inflection point or point at
which the moment changes from positive
to negative, and is sometimes called the
point of reverse flexure. To find where
W x2
this point is, put R, X — 2 equal to

zero, and solve for x.

The moment in the river arm at any
section distant x from R , is expressed by
W x2
M = R , « + R, (x - 7 ) – 2
This moment is always negative . The
same result should be obtained if the mo
ment of the forces on the right of section
is taken , or
W nx W X2
M = + where x is the dis
2 2 >
tance from section to the end of
river arm . This is often a simpler equa
tion to usein computation than the
former, in which Ri may be positive
or negative according as 1 is greater
 19

or less than 5 m + mn . This should

be determined and the proper sign given
to R , in the equation of moment of forces
on left. In the central span the moment
is found just as in the case of a simple
beam . The equation of moments at
section distant x from its lift end is,
w nx w x2
M =
2 2
The moment diagram for the case

when l is greater than V m2 + mn, or when

R, is positive, is shown in Fig. IV.

*M-*

Ꭱ, R

Fig. IV

When R , is negative, Fig. V represents

the distribution of moments .
 20

-m n

R, R2

Fig. V

ARTICLE 8 .-- CANTILEVERS WITH HORI

ZONTAL CHORDS ; STRESSES IN WEB
MEMBERS DUE TO DEAD LOAD.

The rule for finding the stress in the

web members of a truss with horizontal
upper and and lower chords is as follows :
Pass a section cutting the member, the stress
in which is to be found, and multiply the shear
in the section by the secant of the angle which
the member makes with the vertical.
Let the cantilever shown in Fig. VI
have length of shore arm equal to 100 feet ,
river arm 80 feet , central span 80 feet and
 21

depth 16 feet. Then seco = 1.18. Let

uniform dead load equal 250 pounds per
linear foot, or 5000 pounds per panel.

A B C D E F G H I J K
a Ρο PI P2
C de h i k
R, b R,
Fig. VI

Bu w m (2 + m) + w (1 + m) *
s
21
250 x 80 x 180 + 250 x 180°
RE
200
= + 58 500 pounds.

R, = W 1

R = 250 ( 100 + 80 + 40 ) -58 500

R = - 3500 pounds .
This shows that Ri is a negative reac
tion ; that is , it acts downward .
The stress in a A equals (R, – P.)
sec. 0, or a A - + (3500 + 2500) 1.18 =
+ 7080 pounds.
Ab ( 3500 + 2500) 1.18 - 7080.
BC = ( 3500 + 2500 + 5000) 1.18
= - 12 980 pounds.
 22

Fg = ( - Ri + R, — Po – P , – etc.,
..... ..P ) seco.
Fg = ( - 3500 + 58-500 2500 5
x 5000 ) 1.18 = + 32 450 pounds.
Ij = (- 3500 + 58 500 2500 – 8 x
5000 ) 1.18 = +14 750 pounds.
Wn
Jj - seco = 7500 x 1.18 = 8850
2
pounds.
Enough of the members have been taken
to show how the stresses are calculated
for web members throughout the bridge
due to dead load.

ARTICLE 9.-CANTILEVERS WITH HORI

ZONTAL CHORDS STRESSES IN
CHORD MEMBERS.

There are two methods of finding the

stress in the chord members of trusses
with horizontal chords : first, by the
“ Method of Moments ” ; and, second, by
the method of “ Chord Increments.”
The method of chord increments does
not hold good when one of the chords is
inclined ; so the method of moments will
 23

be used in illustrating the calculation of

chord stress.
| Draw a section cutting three members, take
the origin of moments at the intersection of the
two members cut, other than the one in which
the stress is to be found ; then state the equa
tion of moments between the stress and the ap
plied forces on the lift of the section, and solve
for the unknown stress.
It is necessary at first to calculate the
reactions R, and Ri , just as was done in
Art. 8. If same example , data, etc. , be
taken in this case as used in the last ar
R -
ticle, then R, = 58 500 and , - 3500
pounds.
Let it be required to find the stress in
bc, see Fig. VI. Pass a section cutting
AB, Bb and bc, and take the origin of
moments at B.
The equation of moment is then
(-R , - P. ) 30 - P , X 10 + bc X 16 = 0
- 6000 x 30—5000 X 10 + bc X 16 = 0
and bc = – 14 375 pounds .
Take the member. D E. The origin of
moments is at e and the equation is
 24

6000 X 80— 15 000 X 40 + DE X 16 = 0

and DE = + 51 875 pounds .
The origin of moments for the chord
member fg is at F, and the equation of
moments of the forces on the left and the
stress in f g is
( - R, 2500) 110 + R, X 10 25 000
x 50 + f g x 16 = 0
6000 x 110 + 58 500 x 10 25 000
X 50 + fg x 16 = 0
and fg = - 82 813 pounds.
The moment equation may express the
moment of the forces on the right instead
of those on the left and it is often a sav
ing of labor to express it in that way ; as,
for example, to find the stress in H I the
origin is at i, and the equation of moments
is HI x 16 12 500 x 20
HI = 250 000 ; 16 + 15 625 pounds.
12 500 x 10
Stressinij = = + 7813 pounds .
16
The examples given are sufficient to
show how the stress in any member of a
highway cantilever with horizontal chords,
due to dead load , can be found.
 25

ARTICLE 10. - CANTILEVERS WITH ONE

CHORD INCLINED. STRESS IN MEM
BERS DUE TO DEAD LOAD .

A favorite form of cantilever bridge is

that in which one of the chords is inclined.
When this arrangement of the chords
exists, the principle that the stress in any
web member is equal to the shear in the
sections, multiplied by the secant of the
angle which the member makes with the
vertical no longer holds true, for the reason
that the inclined chord member takes up
a art of the shear.
Let cantilever shown in Fig. VII have
length of shore arm equal to 100 feet,

A в с D E F G H I J K
R,
d fa h i k
e
Fig. VII

river arm 80 feet, central span 80 feet,

and distance apart of trusses 16 feet ; B6
= 20 feet, F f = 24 feet, Ii = 21 feet
and Kk = 21 feet. Let the dead load
 26 :

per linear foot be 500 pounds, all on the

upper chord .
Since the length of the arms is the same
and the load per linear foot double that of
the examples given in Art. 8 , Rg = +
58 500 X 2 = + 117 000 and R , = - 3500
x 2 = - 7000 pounds.
Taking b as the center of moments , the
stress in A B is given by the equation
A B x 20 — Ri x 20 5000 x 20 = 0
and A B = BC = + 12 000 pounds.
Bb = - 10 000 pounds, or the weight of
the apex load that comes upon it.
For the stress in A b, take the center of
moments at B. Then Ab X 14.142
12 000 X 20 or Ab = 16 960 pounds .
For the stress in the member 6 C, pass
a section through , cutting B C, 6C and bc ;
take the origin of moments at the inter
section of B C and b c, which is 420 feet
to the left of C and the lever arm of b c
is 296.98 feet. The equation of moments
of the forces on the left of the section is
60 x 296.98 = 12 000 X 380 + 10 000 x 400
and 1 C -- +28 740 pounds .
The stress in bc is found by taking the
 27

origin of moments at C. The lever arm

of bc is 20.97 feet giving the equation bc X
20.97 - 12 000 x 40 10 000 x 20 = 0
and b c = - 32 400 pounds.
The origin of moments for C c is at the
intersection of C D and b c, or 420 feet to
the left of C , and the equation gives
--Cc X 420 + 12 000 X 380+ 20 000 X 410
and Cc = — 30 380 pounds.
A sufficient number of the members
have been taken to illustrate the method
of calculating the stress due to uniform
load in the members of the shore and river
arms.
The member Ff may , however, offer
some difficulty if treated according to the
method shown. If the section be passed,
cutting ef, fg and Ff, the solution becomes
very simple by placing the vertical com
ponent of the stress in ef, fg and Ff, equal
to the reaction R. This equation will
contain only one unknown quantity Ff,
since ef and fg can be computed by the
method of moments, and R, is known.
The equation is :
R, = Ff + Vef + Vfg,
 28

or Ff = R , - (Vef + Vfg ),
in which Vef and Vfg represent the verti
cal components of the stress in ef and fg
respectively. These stresses, taken from
the table, are 133 600 and 133 500 pounds,
and vertical components of them 6680 and
6675 pounds. The above equation for Ff
reduces then to
Ff = 117 000- (6680 + 6675 ) =
- 103 600 pounds.
The stress in the members of the cen
tral span are calculated just like those
of a simple deck truss. Since it has its
chords parallel, the stress in any web
member is equal to the shear multiplied
by the secant of e.
The stress in all the members of the
cantilever truss shown in Fig. VII, due to
dead load, are calculated in the manner
shown, and the stresses given in the fol
lowing table. The object in giving the
tables of stresses complete , throughout
the book, is to have them serve as an
swers to any self-selected problem that the
student may take. For instance, if the stu
dent wishes to test his ability in working
 29

out the stress in any member not already

given he may take for example F G
and apply the same principles as used in
finding the stress in A B, and verify his
result from the table.
If the student will pursue this course
it will be found to be of very great help
to him in better understanding the prob
lems.
 3U

Dead Load Stresses for Cantilever shown

in Fig. VII.

Stress Member. Stress

Member. in Pounds. in Pounds.

AB = BC + 12000 kl + 14280
CD + 32380 Bb 10000
DE + 60000 LC + 28820
EF + 94000 Cc 30400
FG + 91300 cD + 40120
GH + 54550 Dd 39000
HI = IJ + 23800 dE + 50450
JK 14280 Ee 47300
KL 19050 eF + 6000
Ab 16960 Ff -103650
bcс 32460 F9 + 64090
cd 60000 gG 50440
de 94040 Gh + 54700
ef --133600 hH 42280
fg -133500 Hi + 44650
gh 91400 ¿I 1000
54600 KK 15000
¿J 34530 KI + 6900
Jk + 20700 LI 10000
 31

ARTICLE 11. -- SHEARS AND MOMENTS

DUE TO CONCENTRATED LIVE LOAD.

In addition to the dead and snow load,

cantilever bridges are subjected to a live
load stress . This live load consists , in the
case of highway bridges, of foot people,
horses and wagons , electric cars, etc.
In order to determine the maximum
and minimum stress in all the members
affected by this load, involves a knowledge
of the proper position of live load to pro
duce it . What, then , is the possible ar
rangement of the live load ? Unlike the
dead load, the live load may occupy a
part of, or different parts of, the bridge at
the same time; it may also, like the dead
load, cover the entire bridge at once.
It is necessary , therefore , to consider all
possible arrangements of the live load,
and to find that position for it which will
produce the maximum and minimum shear
and moment for any section.
Consider first, one concentrated load, P,
which is in the nature of an electric car or
heavily loaded wagon .
 32

(a) For a load P on the shore arm ,

PI
and R _P (1—74 ), ......... (5)
2 7
The effect is just like a load P on a
simple beam , and the distribution of shears
and moments is as shown in Fig. VIII.

-| n
PK - 1
*
R R2

Fig. VIII
I

(6) For a load P on river arm ,

Pm '
Rii and R ,_P (? + m ') (6)
7 1
and the shears and the moments are dis
tributed as shown in Fig. IX .
 33

- * -m- * n
map
,
R

Ra

Fig. IX

(c) For load P on central span ,

Ri =-pn'm and R , = pn '

n ' (+ ") .. (7)

km- *
Pk - n

R R.

Fig. X
 34

and Fig. x . shows distribution of shears

and moments.
An examination of the shear diagrams
in the three cases (a) , (b) and (c) shows
that the maximum positive shear in any
section , due to a load P, occurs when the
load is placed just to the right of the sec
tion, and that the maximum negative shear
occurs when the load is placed just to the
left of the section.
An examination of the moment diagrams
shows that, for case (a) , the moment is
positive, and is a maximum for any sec
tion in l, when P is over the section ; that,
for case (b) , a negative moment is pro
duced in the shore arm and negative in
river arm , both increasing as m' increases,
and having a maximum value when m '
= m, or when P is placed at the end
of the river arm ; and that, in case (c) ,
a negative moment is produced in both
the shore and river arms, and a posi
tive moment in the central span ; also
that the shore and river arm moments are
a maximum when P is placed at the left
end of the central span, and a maximum
 35

in any section of the central span when

P is over the section.
The above conclusions are given, in con
densed form , in the following table :

Table showing Position of Load P to give Maxi

mum Positive and Negative Moments.

Case (a). Case (b). Case (c).

Pou Shore Pon River Pon Central
Arm . Arm. Span .
Max . Max. Max..
Moment in l. + when Pis
over the when P is when Pis
Suction . at m ' = m at n ' = n .
Max . Max.,
Moment inm . 0 when Pis when Pis
at m ' = m at n ' = n .
Max .
Moment inn, O O + when
over
P is
Section ,

Table showing Position of Load P for Maximum

Positive and Negative Shears.
Max. + Shear. Max . Shear.

Shore Ar P just to right of just to left of

Section. Section.
River Arm. P at end of River None.
Arm.
Central Span . P just to right of P just to left of
Section. Section .
 36

ARTICLE 12. — MAXIMUM + AND SHEAR

DUE TO UNIFORM LIVE LOAD.

The diagrams of shears and moments in

the preceding article represent the effect
of a single load P.
The effect of any number of loads, as
P1 , P2 , P3 , etc. , may be shown in the same
manner, the resulting diagram being the
same as the combined diagrams for each
load taken separately,
When these loads act sufficiently close
together and are of the same intensity, the
result is a uniformly distributed load.
Such a load is represented in highway
bridges by a mass of foot-people moving
in a continuous or broken line across the
bridge. It is necessary, therefore, to con
sider the effect of such load, and the posi
tion or possible arrangement of it to give
the maximum + and shear and moment
at any section .
The live load in highway bridges may
consist of both concentrated and uniform
load, acting at the same time on different
parts of the bridge. This combination is
 37

not, however, generally made in highway

bridges, as the result is not as injurious as
that due to the full uniform load. If such
a combination should be desired, the rules
of Art. 11 , 12 and 13 are to be followed.
The shearing effect of uniform live load
will now be considered .
For any section in the shore arm , the
greatest positive shear occurs when the
load is so placed as to give to Ri the
greatest possible positive value , with no
load on the left of the section to subtract
from it.
Any load on the river arm and central
span causes a negative reaction at Rı ;
therefore, the maximum positive shear in
any section of the shore arm occurs when
the shore arm is covered with the uniform
load to the right of the section , which
makes

w 1/2
V = Ri - .... (8 )
21
and gives a shear diagram , as shown in
Fig . XI.
 38

-m

R, Rz

Fig . Xa

In the river ari , ine maximum positive

shear for any section occurs when the load
covers the central span and the river arm
to right of the section .
m '
wm '( m —
wmin » (m—" )
Then R = + >
21 7

um ' ( 1 + m
wn (m +1 ) m '(1+ m 2 )
and R , +
21 1
Since V = -R, + Rg , substituting for Ri
and R, their values as given above, and
reducing, gives
V= wn + wm ' .
(9)
2
which equation is also the algebraic sum
of the vertical forces on the right of the
section .
 39

The position of load for maximum posi

tive shear, for any section of river arm , is
shown in Fig. XII.

-| -m .
km

R, R ,

Fig . XII

In order to obtain the greatest negative

shear in any section of the shore arm , it is
apparent , from the equation V = R , —WX,
that R , should have the greatest negative
value possible . Since Ri is negative due
to the live load on the river arm and cen
tral span, it is evident that the proper
position of live load to fulfill the condition
is, to cover the river arm and central span
with the uniform load, and also the shore
arm to the left of the section .
The value of Ri is found from the equa
tion
 40

##(1– wm2 Wmn

Ri = +
1 21 21
and the shear from
V = R1 — W X .... ( 10 )
The position of load and shear diagram
is shown in Fig. XIII.

..l m -N

R, R,

Fig. XIII

In the river arm there is no negative

shear due to live load. In other words ,
there is no possible arrangement of the
load to produce a negative shear in the
river arm . A load on left of section gives

V = R, + R , -wm = 0.
The maximum positive shear in central
span for any section , occurs when load is
 41

on the right of the section ; maximum

negative, when central span is loaded on
the left of section, just as in the case of a
simple beam .

Table giving Positions of Uniform Live Load to

Give Max. Positive and Negative Shears.

Max . + Shear. Max. Shear.

Load on River Arm
Shore Arm . Load to cover Shore and Central Span, also
Arm right of Section. Shore Arm ,left of
Section.
Load on Central
River Arm . Span and River Arm , None.
right of Section .
Central Span . Right of Section. Left of Section .

ARTICLE 13.-- MAXIMUM POSITIVE AND

NEGATIVE MOMENT DUE TO
UNIFORM LIVE LOAD.

The position of live load to produce

maximum moment in any section of the
shore arm is when the live load covers the
entire shore arm .
The equation of bending moment at
 42

any section distant x from the left end is

Wx2
Ꭱi -
2
w
Substituting for R , its value in the
2
above equation gives
wlx wxa
M= .. ( 11 )
2 2
If any live load is placed on the river
arm or central span, its effect is to pro
duce a negative value in Ri , thereby de
creasing the value of M.
The diagram in Fig. XIV shows the dis
tribution of maximum positive moments
for the shore arm .

-1 -m
---
R
,

R,

Fig. XIV
 43

There is no position of the live load

that will give a positive moment in the
river arm ; the moment in the river arm
is always negative.
The central span being like a simple
beam , its maximum positive moment for
any section occurs when it is fully loaded,
as shown in Fig. xv , in which
Wnx wx2
M= ( 12 )
2

m-

Bus Bus

Fig. XV

The maximum negative moment in the

shore arm will evidently occur when the
load is so placed as to give the greatest
negative value for Ri , and to have no load
 44

on the shore arm to cause a positive value

for Rı . To produce this result, the river
arm and central span should be fully loaded
and no load on the shore arm .
The diagram of moments is shown in
Fig. XVI, and the value of the moment is
found from
M R1 x ................. (13)

t
* -n

R, R,

Fig . XVI

The position of load to produce maxi

mum negative moments in river arm is of
course that which will produce the great
est negative value of Ri. This will occur
when the river arm and central span are
loaded, with no load on shore arm , as in
Fig. XVI. The equation of moments for
 45

any section in river arm distant x from R,

w x?
is M = -R, (2+ x) + R, X.
2
The moment at the section due to that
part of the load on the left of the section
w.x2
is zero ; consequently, the quantity
2
in the above equation becomes zero if the
load is placed on the central span and on
the right of the section only in the river
arm . The effect is the same, and the
above equation is simplified to
M = - R , (1 + r ) + R, X ...... ( 14 )
and the diagram of moments for this posi
tion is shown in Fig. XVII.

* m

R, R,

Fig . XVII
 46

There is no negative moment possible

in the central span, since it is a simple
truss.
The following table gives, in condensed
form , the position of live load for max .
positive and negative moments in the dif
ferent parts of cantilevers.

Table Showing Position of Uniform Live Load to

Give Maximum + and Moments

Max. + Moment. Max. moment.

Load Load on entire

Shore Arm (1). entire Shore River Arm and Cen
Arm. tral Span.
Load on Central
River Arm (m). No + moment Span and River Arm ,
possible. right of Section .
Load on entire Cen No moment
Central Span (n ) tral Span. possible,

ARTICLE 14 .--CANTILEVER BRIDGE WITH

HORIZONTAL CHORD ; STRESSES DUE
TO UNIFORM LIVE LOAD.

To illustrate method of calculating

stresses in a cantilever due to live load,
let same example as given in Article 3
 47

be taken . Shore arm 100 feet, river arm

80 feet, central span 80 feet, and depth of
truss 16 feet. Seco = 1.18 . Let live
load be taken at 70 pounds per square
foot of floor surface. Assuming the
bridge to be 30 feet wide, the weight
per linear foot for one truss is 70 x 15 =
1050 pounds. This multiplied by the
panel length 20 feet gives 21 000, or say
20 000 pounds , as the live panel load which
is all applied to the chord that supports
the floor system .

A B C D E F G H I J K

a d e ROK i k
R,
Fig ., XVIII

To find the stress in A a caused by the

maximum positive and maximum negative
shear. For maximum positive shear, load
covers shore arm on right of section, ( see
table in Art. 12 ). R, = 2 x 20 000 =
40 000 pounds.
Stress in Aa = 40 000 x 1.18 = -47 200
pounds. For maximum negative shear,
oad covers river arm , central span, and
 48

shore arm left of section .

R. 60 000 X 40 + 50 000 x 80
100
R , = -64 000 pounds.
Shear = V = -R , = - 64 000 pounds.
Stress in Aa = 64 000 x 1.18 = +75 520
pounds .
For stress in Gh due to maximum posi
tive shear, the live load covers central
span and river arm on the right of section.
The panel points loaded are h, i, j, k and l.

Then - R , 40 000 x 50 + 50 000 x 80

100
R = - 60 000.
From (2) Ri + R, = W,
therefore — 60 000+ R, = 90 000 and R , =
+ 150 000 pounds .
V in Gh = -60 000 + 150 000 = 90 000
and stress in Gh = 90 000 x 1.18 = + 106 200
pounds.
There is no negative shear possible in
river arm ; therefore, no compressive stress
in Gh.
For the stresses in CD the maximum
positive moment will be first considered,
 49

and this occurs by reference to table in

Art. 13, when live load covers the entire
shore arm . Run 2 x 20 000 = 40 000
pounds, and center of moments is at d,
then
40 000 X 60 — 40 000 x 30
CD =
;
16
75 000 pounds.
Maximum negative moment for section
through CD occurs when river arm and
central span is loaded.
For this position of load,
60 000 X 40 + 50 000 x 80
Rj
100
and Ri 64 000

CD = 64 000 X 60 = +240 000 pounds .

16
Take the lower chord member of the
river arm , ij. There is no positive mo
ment possible, so the maximum negative
moment alone will be considered. This
takes place when live load covers central
span and river arm on right of section .
50 000 X 80
Ri 40 000 pounds.
100
R, = + 90 000 pounds.
 50

With center of moments at J, stress in ij

equals
40 000 X ( 100 + 70 ) + 90 000X70
16
ij = - 31 250 pounds.
The following is perhaps a shorter and
more rapid method of calculating the reac
tions in a cantilever truss, due to live load,
than the one just used.
Let P , P , P2 , P3 , etc. , be the panel
loads at the apex points, a, b, c, d, etc., of
the truss shown in Fig. XVIII . Then , since
% of P. is supported by R , / , of P , goes
to R, and 8/3 of P, etc. , goes to the same
reaction , a table of coefficients can be
formed giving the part of each load sup
ported by R , and Rg .
If, then , the load is placed in the proper
position for maximum , positive, and nega
tive shear or moments , the reaction R ,
due to the loads on the required panel
points is found by adding together the
product obtained by multiplying each
panel load by its coefficient in the column
Rg . In the same way the value of R, can
be found. This applies to loads on the
 51

river arm and central span, as well as to

loads on the shore arm .

Load . Part Supported Part Supported

by Ri. by R2.
Po
+ 1. XP. 0. XP .
Pi + 0.8 XP, + 0.2 XP
P, + 0.6 etc. + 0.4 etc.
P, + 0.4 + 0.6
PA +0.2 +0.8
PS 0. +1 .
Po 0.2 + 1.2
Po 0.4 + 1.4
P. 0.6 + 1.6
P. - 0.8 +1.8
PM 0.8 +1.8
P
P. 0.8 + 1.8

To find the stress in Gh, the load covers

the river arm and central span to the right
of section or apex points h, i, j, k and 1, are
loaded each with 20 000 pounds, except that
20 000
at 1, which is one half or Then by
2
the use of the table R, is found to be
 52

20 000 (2.4 - .6 – 8, 8 ,) + 10 000

Х .8 = 60 000. and R, is 20 000
( + 1.4 + 1.6 + 1.8 + 1.8 ) + 10 000
x +1.8 - + 150 000 then V --- - 60 000
+ 150000 = + 90000 and stress in Gh
= 90 000 X 1.18 = 106 200 pounds, the
same value as that found by the other
method.
This method has its greatest advantage
when the loads are unequal, or when a
uniform live load with excess loads is used,
às will be shown in the discussion of live
load in railroad bridges.

ARTICLE 15 . SNOW LOAD AND SNOW

LOAD STRESSES.

In addition to dead and live loads , high

way bridges are subjected to another kind
of vertical load, at times in certain climates;
namely, snow load. This varies according
to climate from 0 to 20 pounds per square
foot of floor surface (see Roofs & Bridges,
Merriman's and Jacoby, Part I, Art. 41. )
Snow load is assumed to be distributed
uniformly over the floor surface, and con
 53

sequently acts on the members of the

truss in the same manner as the dead
load.
This fact makes the calculation of snow
load stresses an easy matter, if the dead
load stresses are known.
Let w be the dead load and w ' the snow
load per linear foot per truss ; S the stress
in a member due to dead load, and Si the
stress in the same member due to snow
load , then
w = s
and S = S W ' -- ( 15 )
W S W
To find the stresses due to snow load,
multiply the dead load stresses by the
ratio between dead and snow load . It is to
be borne in mind that the dead load always
acts, while the snow load may or may not
act ; and although the stresses are of the
same nature, they are kept separate in
order that the maximum and minimum
stresses due to dead, live, snow and wind
loads combined may be determined , as is
shown in the table of maximum and mini
mum stresses at the end of the chapter.
Assuming the snow load to be 15
 54

pounds per square foot of floor surface,

the snow load per linear foot per truss for
the cantilever of Article 10 is if the dis
tance of trusses apart be 16 feet and there
are two sidewalks each 5 feet vide

outside of the trusses, 15 ( 16 + 5 + 5 ) -

2
390
or say 200 pounds per linear foot per
2
truss.
The stress in A b due to snow load is S'
- S w ' 200
6780 pounds.
W 16960
500

ARTICLE 16. — STRESSES DUE TO WIND.

To counteract the effect of wind, which ,

acting horizontally, tends to deflect the
truss in a horizontal plane, just as the ver
tical forces tend to deflect the truss in a
vertical plane, members called struts are
introduced, extending from the chord
apex point of one truss to the same apex
point of the other truss , and also tension
members or tie - rods extending from the
chord apex point of one truss to the next
 55

apex point of the other truss. The ar

rangement of the members of this lateral
system is like the members of a Pratt
truss, as shown in Fig. XIX .

Upper Lateral System

A' B ' C'D' E ' F'G ' A'I ' J ' K'

A B C .DE F G H I J K L
A B C D E F G н I J K

C d k
f
A b'c' d' e i' j' k' l'

A b с d e f g h J 2
Lower Lateral System
Fig. XIX

The wind blowing in one direction stresses

one system, and blowing in the opposite
direction stresses the other. This arrange
ment causes the diagonal member to take
tension only.
The actual surface exposed to wind in
the cantilever bridge is an unknown quan .
tity before the bridge is designed ; there
fore, some approximate value must be
assumed in order that the stresses due to
 56

wind may be calculated . A closely ap

proximate wind load is found for simple
trusses ( see Merriman's Roofs and Bridges
Part I , Art. 42, ) by assuming the mem
bers of the truss to be each one foot wide ;
then the total area exposed to wind is
twice as many square feet as there are
linear feet in the skeleton outline of the
truss . The pressure per square foot
exerted by wind may be taken at about
30 pounds, although a pressure as high as
40 pounds per square foot is sometimes
taken .
Wind load on the truss is taken as act
ing uniformly over the entire length . It
is therefore similar to the dead load, ex
cept that it acts horizontally and produces
tension in the leeward chords and com
pression in the windward chords . The
stresses in the horizontal system effected
by wind are calculated just as the stresses
would be for a Pratt truss system . The
distribution of shears and moments due to
wind on truss is represented by the dia
grams of shears and moments due to dead
load, shown in Figs . II , III , IV and v .
 57

The wind on the upper chord apex

points is transmitted by the upper lateral
system of truss shown in Fig. Xix , directly
to the abutments and piers . That on the
lower chord is transmitted to the piers at
one end, and to the abutment at the other,
by means of the inclined end posts .
The wind -load stresses given in the
table have been calculated as follows :
( The results are necessarily an approxima
tion, since the true area exposed to wind
is not known . ) The skeleton outline of
the cantilever, Fig. XIX ( dimensions of
which are given in Art . 10 ) , is about 1070
feet. Assuming the wind pressure per
square foot at 30 pounds, the total wind
pressure on one truss is
1070 x 30 = 32 120 pounds.
Assuming two- thirds to be applied to the
upper chord, since it carries the floor sys
tem , and one-third to the lower chord ,
gives
2 X 32 120
= 1946,
3 x 11
1 X 32 120
and = 973 pounds
3 X 11
 58

respectively for the upper and lower chord

apex wind loads. To be on the side of
safety , and giving at the same time better
values for computation , these may be in
creased to 2000 and 1000 pounds respect
ively .
To find the stresses in the upper lateral
system ( see Fig. XIX ) , proceed as follows :
180
R, X 100 = 8 X 4000 x +10 000 X 180 .
2
R , = 28 800 + 18 000 = 46 800 pounds,
and R, X100 = - 4 X 4000 X 50 10 000 X 80
- 3 X 4000 X 40.
Ꭱ1 = - 4800.
Let A = angle which diagonals in upper
lateral system make with the vertical; then
secant O ' , = 1.6 and tan O ' = 1.25.
Stress in A' B equals 4800 X 1.6 =
+ 7680 pounds .
Stress in CD
4800 X 40 + 4000 x 20 = 17 000
í 16
for wind West, and 33 000 for wind East.
For C'D the wind blows West and the
shear is 4800 – 4000 – 4000 12 800
 59

pounds . This multiplied by the secant of

the angle CDD' gives + 12 800 X 1.6
= + CD = + 20 480 pounds.
When the wind blows in the opposite
direction , or East, the member CD is
stressed an equal amount +20 480 pounds.
The effect of the wind on the upper
chord is to turn the bridge over, as in

--16 :---->
F -46800
pounds

R; R

70200 70200
Fig. XX

Fig. xx , which is a cross-section of truss

shown in Fig. XIX at Ff. The total wind
 60

force acting at F is 46 800 pounds, and , if

the two trusses are rigidly connected by
members Ff ' and F f and struts, this
force of 46 800 pounds tends to produce
rotation about the point f ' , and is held in
equilibrium by a downward force R , of
70 200 pounds. The equation of moments
about f ' is
· 46 800 X 24 + 70 200 X 16 = 0.
The same result obtains if the center of
moments be considered as midway be
tween R, and Rʻg, which latter act as a
couple .
If the dead-load reaction R , is less than
the value Ry , the downward force neces
sary to produce equilibrium , the bridge
will overturn . R , due to dead load is
117 000 ; therefore there is a good factor
of safety against overturning, due to the
assumed wind pressure of 30.84 pounds
per square foot, since in order to overturn
the bridge the wind would have to exert a
pressure per square foot equal to
117 000 X 16 X 30.84
51.4 lbs.
46 800 X 24
 61

The members Flf and Ff', known as

cross-bracing, are designed to take tension
only. The stress in F'f is found as fol
lows : Take the center of moments at f ',
and state the equation of moments.
- 46 800 X 24 F f xp = 0
p = 16 X cosfFf' = 16 X.83 = 13.28 .
46 800 X 24 -
Therefore, F'f = : + 84580lbs.
13.28
In the table of final maximum and mini
mum stresses, the stresses due to overturn
ing effect of wind on truss are not given ,
and are omitted, because their effect is so
small as not to materially change the final
results. The stresses due to overturning
effect of wind on truss and train are given
in the table of final maximum and minimum
stresses in a railroad cantilever bridge and
the method of calculation given in Art. 25 .
In actual practice it would be well to
compare the assumed apex wind loads
with the actual wind apex loads as the
result of multiplying the assumed pressure
in pounds per square foot by the actual
surface exposed in the designed structure.
 62

This should be done at least to make sure

that the assumed wind apex loads are on
the side of safety.

Stresses in Lateral Systems due to Wind .

Wind Wind Member. Wind Wind

Member. East. West. East. West ,

Α Α' 3800 3800 H'I + 22 400

BB' 6810 6800 I'J + 16 000
CC 10 800 - 10 800 J'K + 92CO
DD ' 14 800 14 800 K'L + 3200 0
EE 18 800 18 800 А? ь 0 + 4870
FF 44 800 -. 44 800 Ab' + 4870 0
G G' 20 0110 20 ( 00 b'c 0 + 6640
HH' 16 000 16 COO bc + 6640 0
ΙΙ' 12 000 12 000 c'd 0 + 10 240
JJ ' 5000 5000 cd + 10 240 0
KK 4000 4000 de 0 + 13 440
LL' 0 2000 del + 13 440 0
AB 0 + 7680 e' f 0 + 16 640
B'C 0 14 080 et? + 16 640 0
C'D 0 + 20 480 iJ 0 + 8 000
D' E 0 + 26 880 i'J + 8 000 0
E' F 0 + 33 280 hi 0 +11 200
IIIIIIII

FG 0 + 35 200 h'i + 11 200 0

GH' 0 + 28 800 gh 0 + 14 200
IIIIII

HI ' 0 + 22 400 g'h + 14 200 0

IJ 0 + 16 010 fg ' 0 + 17 600
JK 0 9200 f'g + 17 600 0
K L' 0 3200 bb 3400 6700
+

Ав? 7680 0 cc 5400 5400

BC + 14 080 d d' 7400 7400
CD + 20 480 ee 9400 9400
DE + 20 880 ff' 22 400 - 22 400
EF + 33 280 gg' 10 000 10 000
F G + 35 200 h h' 8 OCO 8 (100
G H + 28 800 i 'i 6 QUO 6000
 63

ARTICLE 17. — FALSE MEMBERS INTRO

DUCED FOR PURPOSES OF ERECTION .

The principal advantage that the can

tilever bridge possesses over other forms
of bridges, the suspension bridge excepted,
consists in its economy of erection under
unfavorable conditions. Comparatively
little false work is required. The bridge
is erected by beginning at the pier, and
building out on both the shore and river
arms until the abutment is reached on one
side, and connection made at the middle
of the central span on the other.
In order to make connection in the mid.
dle it is necessary that the central span or
a part of it be made, temporarily, a con
tinuation of the river arm ; by means of false
members introduced merely to support the
arm and the necessary apparatus, etc. , used
in erection .
It is readily seen that, in the case of the
cantilever shown in Fig. VII , the compres
sion member extending from i to j andj
to k with a vertical member J j, would
 64

make the central span , or as much of it as

is necessary, a part of the river arm of the
cantilever.
This change in the arrangement of the
members causes a change in the nature
and magnitude of stress in some of the
members of the truss.
What this change is remains to be deter
mined ; so that, if necessary , provision may
be made in the cross-section of the mem
bers effected to safely erect the bridge.
Fig. XXI represents the skeleton diagram
of Fig. VII changed by the false members
ij, j k and J j being introduced for purposes
of erection.

I J K L
R,
AN
R,
Fig. XXI

The dimensions of truss are the same as

that of Fig. VII , and dead apex loads the
same , 10 000 pounds ; but the live load will
be assumed to consist of a single concen
trated weight to represent a traveler used
 65

in erection . This will be taken at 40 000

pounds. Secant of angle which Kl and
J k, etc. make with vertical is 1.38.
The position farthest out on the arm
that the traveler is likely to occupy is at
K , since all the members L1, K 1, k l etc. ,
are erected with it in that position and
connection made. This position gives
greatest moment, and consequently great
est stress in all chord members, to the left.
The stress in Llis 10 000, pounds due
to dead load. K1 = 10 000 X 1.38 = +
10 000 X 20
13 800 pounds. kl =
21
9520 pounds . Kk = -- 10 000 — 10 000
-40 000 60 000 pounds, which is
greater than the maximum stress due to
dead snow and live load as given in table.
Jk 60 000 X 1.38 = + 82 800 pounds.
50 000 X 20 + 10 000 X 40
jk = i ; = +
21
- 66 660 pounds . iJ = 70 000 x 1.38
- 96 600 pounds. When the traveler is
brought over the point I the stress in Iiis
- 40 000 + 10 000 50 000 pounds.
No change takes place in any other
 66

members throughout the truss, at least to

the extent of changing the maximum and
minimum stresses due to dead snow and
live load. The following table shows what
members are stressed during erection
greater than when subjected to dead snow
and live load.
In addition to the stress due to wind on
the truss there may be stress, due to wind
on the traveler, which amounts to consider
able , depending of course upon its position
and the amount of surface exposed.

Possible Stresses During Erection .

Member Dead Load . Traveler. Wind. Maximum

LT 10 000 0 0 10 000
Κι + 13 800 0 + 13 800
Kk 20 000 40 000 60 000
JK + 27 600 + 55 200 0 + 82 800
Jj SAssumed . 0 0 2000
+ 2000
Ji 41 400 - 55 200 0 96 600
Ii 10 000 - 40 000 0 50 000
!!!

KL 0 0 + 6400 6400
HH

JK 9520 0 + 12 800 22 320

+|1+

IJ + 42 900 + 76 200 + 19 200 138 300

kl 9520 0 3200 12 720
jk 28 600 38 100 + 6400 73 100
ij - 28 600 38 100 0 66 660

The work of erection cannot be safely

 67

carried on at times when the wind blows

at a high velocity, at which time the travel
er should be run back to a point of safety.
On this account no allowance has been
made for stress in the members due to
wind on the traveler placed in a position
to effect the members given in the table .

ARTICLE 18. – FINAL MAXIMUM AND MIN

IMUM STRESSES .

A table of stresses due to dead load, live

load, snow load, and wind on truss is given
for the cantilever bridge shown in Fig's
VII and xix, and the final maximum and
minimum stresses given in the last two
columns .
The overturning effect of wind on the
truss has not been considered . ' It amounts
to but little any way and would not change
the final results much in this case . But
in a through bridge it should be consid
ered . Impact has been omitted because
of its complication. Initial tension would
enter into the final results of some of the
 68

members . All of these omitted forces are

mentioned merely to call attention to
them , so that the student may investigate
the subject in works in which they are
treated.
Attention is called to the final results, as
showing in some members the reversal of
stress from tension to compression and
visa versa .
 .
Cantilever
Highway
in
Stresses
of
Table

Wind
Truss
.on Maximum Minimum
.
Load
Dead
Member .
Load
Live Load
.Snow
E. W. Stress
. .Stress

000
50
AB 2
+1000 000
+61 + 4800 6000 0 800
8+0 000
44
000
50
BC 000
12
+ 000
+-64 + 4800 000
17 + 6000 800
8+ 6 000
55
140
57
CD 380
+32 900
+121 950
+12 3000
-3 000
1+ 7 2\+
130 8 57
760
545
54
DE 000
6+0 510
+174 2000
+4 000
54 000
33
+ 2540
+91 540
48
69

800
34
EF 000
94
+ +222
610 600
3+ 7 000
80
-- 000
5+4 210
+408 800
20
-
FG 9300
+1 600
1+82 520
+36 000
80 500
52
+ 920
+362 14
000
GH 550
54 109
+
090 820
2+ 1 500
52 000
30 460
215 2050
HI 440 0200
#

800
23 620
47 9+520 000
30 500
12
+ +93
IJ 800
2+3 620
+47 + 9520 500
12 0 940
80 300
11
+
JK 280
14 560
28 5710 0 6250 800
54 280
14
KL 05019 100
38 7620 6250 7500 270
72 800
12

11 +++++
720
70 760
Aь 960
16 520
90 6785 4250 0 118
-
515 5+3
715
+45
ъс 460
32 430
91 985
-12 8500 3+000 375
-145 255
16
+

1 + 1 + 11 ++
 Table
Stresses
of
Highway
in -continued
.Cantilever

Wind
Truss
on
, Maximum Minimum
Load
Dead
.Member .
Load
Live .
Load
Snow Stress Stress
E. W. . .

730
32
+
cd 60
000 455
12.5 24
000 16
500 8+500 225
935 770
18
000
14
de 010
94 000
167 610
37 000
27 16
500 650
325 510
63
ef 600
133 000
225 440
53 000
40 000
27 040
452 600
106
fg 500
133 7000
21 400
53 000
40 230
26 900
493 250
107
gh 100
91 800
182 560
36 2.30
20 00
)15 010
337 400
76
hi 600
54 200
19 840
21 000
15 6250 640
200 350
48
70

iJ 5:30
31 810
13 8850 190
126 530
34

+++++
000
69 0
JK 740
20 200
41 8300 0 5300 240
70 440
15
kt 280
14
+ 560
8 5710 +
3750 5000 300
52 9280

11

+ !!!!!!
HII

800
22
1 !!!!!tt

++
Въ 000
10 00
20 4000 800
36 000
10
ЪС 820
+28 550
75 1
1+530 900
1+15 2820
+8
Cc 400
30 570
62 160
12 130
105 400
30
CD 40
120 610
82 050
16 810
1+38 4120
+ 0
Dd 000
39 820
72 600
15 420
127 000
39
dE 451
)5+ 0 235
94 180
20
+ 865
164 450
50
Еe 175
43 350
86 270
17 795
146 175
43
eF 55
+
000 000
1+ 10 22
+
000 000
187
+ 55
+
Ovo
+1+1 +1+I

1+1+1+1+

+1+1+1+1
 -continued
Cantilever
Highway
in
Stresses
of
.Table

Wind
Tri.ss.
on Maximum Minimum
.
Load
Dead
Memler .
Load
Live ,
Load
Snow Stress
E, W. Stress
. .

Ff 900
99 625
199 960
39
- 70
-
200 200
7+0 686
409 700
29
Fy 090
64 180
1+ 28 610
2+5 2910
+17 090
64
9G 50
440 880
100 175
20 495
171 440
50
Gh 54
+
700 000
110 880
21 580
186
+ 54
+
700
hH 280
42 8+550 910
16 740
143 280
42
Hi 650
44 380
89 860
+17 890
151
+ 650
44
il 000
10 000
20 4000 000
34 00.1
10
KK 000
15 000
30 6000 000
51 000
15
Il

11 + 1 + 1 + 1

710
20
Κι 6+900 740
2+0 + 2610 250
3+0 840
13
LI 000
10 000
20 4000 000
34 000
10
.
COUNTERS
с
В 0 600
31 0 0
Cd 0 710
14
De 0 4600 0 0
 72

CHAPTER III.

RAILROAD CANTILEVER BRIDGES.

ARTICLE 19.-LOADS IN RAILROAD CANTI

LEVER BRIDGES.

In railroad bridges the loads causing

stress in the members of the truss are
dead, live and wind. Snow load is not
considered, because it falls through be
tween the ties.
The calculation of dead load has been
fully discussed in Art. 4 for highway
bridges, and the same remarks apply here .
The wind loads in railroad bridges differ
considerably from those in highway
bridges. In addition to the effect of wind
blowing on the truss the wind blowing on
the train is considered , both as regards its
effect in stressing the lateral bracing, and
in overturning the bridge and causing addi
tional stress in the leeward truss members .
The wind on the truss is considered as a
 173

moving load, and care should be taken to

place the train in the same position that
it occupied when live load stress was found,
so that the stresses due to the different
causes may be properly combined .
( For live load in railroad bridges, see
Art. 22. )

ARTICLE 20. — REACTION DUE TO DEAD

LOAD.

The stresses due to dead load in a rail

road cantilever bridge are calculated in
precisely the same way as for a highway
cantilever of the same arrangement of
members.

* a
P , K---> ---M --- P

সসসসবধব
1 R, RZ
Fig. XXII

The railroad cantilever bridge used in

the following analysis of stresses will be
that shown in Fig. XXII .
 174

It differs from those so far considered

in that it has three points of support, Rı ,
R , and Rg , and the cantilever would
therefore form a system in which the
strains are ambiguous if the web system
were continuous from end to end. If the
diagonals in the panel between R , and R ,
are omitted, this ambiguity disappears, in
asmuch as the strains transmitted by the
remaining members of that panel are those
due to moments, and the shear in the
panel is zero .
The equations for reactions are found
as follows :
Let P , be the resultant of all the loads
on the shore arm, P, the resultant of all
the loads on the river arm and central
span , and let li and mı be their respective
distances from R, and Rg . The funda
mental principle that the algebraic sum
of the vertical forces shall equal zero,
gives
R , + R2 + R, -- P1 --P, = 0 ...... ( 16 )
and since the shear in the panel between
R, and R, is zero ,
P2 -- R , = 0, or Rg = P .......(17 )
 75

That is to say , R , equals the load on the

right of Rg ; therefore

R , + R, = P ....... : ( 18)

The equation of moments of the external

forces with reference to point at reaction,
Ry, is
R , 1— Pil + P, (a + m2) -- R , a = 0,
but Rg = P, and the equation reduces to
Pili - P, mı
R1 = ( 19 )
1
The moment of forces with reference to
point Rı as origin, gives

P , ( 1-1 ) + P / (1 + a + m ) --R , 1
- R. ( 1+ a ) = 0 .......
.. ...( 20 )

Substituting in equation ( 16 ) the values

of R, and R1 as given in equations ( 17 )
and ( 19 ) , gives

R , = P , (1-1) + P ,m , (21 )
1

These equations are general for this

class of cantilever, and may be used for
both uniform and concentrated load, with
slight modifications.
 76

ARTICLE 21.-STRESSES DUE TO DEAD

LOAD.

Let the single track deck railroad bridge

shown in Fig. XXIII have the following di
mensions : Length of shore arm 180 feet,
river arm 120 feet and central span 120
feet ; the panel length on the upper chord
15 feet, except the panel between R , and
Rg , which is 10 feet ; the depth of truss
30 feet and distance apart of trusses 16
feet.
Let the dead apex load on the upper
chord be assumed at 12 000 pounds, and
the apex load on the lower chord 4000
pounds.
The total dead load is then 356 000
pounds .
P , = 172 000 pounds, and P , = 184 000
pounds.
Taking a full apex load at A and a, the
reactions are found to be as follows :
From ( 17 ) , R , = P , = 172 000 pounds.
Equation ( 16) gives R + R2 + Rz
= Pi + P, = 356 000 pounds.
 From ( 18 ) , R; + R , = P, = 184 000
pounds and Ry is found from ( 19) to be
Ri X 180 184 000 X 90 108 000 X 60
- 16 000 X 45 — 48 000 X 120,
or R = + 20 000 pounds.
PA - 20 000 -
Riz R, = 184 000
+ 164 000 pounds.
With the reactions known, the calcula
tion of stress in the members of truss due
to dead load is a comparatively simple
matter. The members are arranged after
the manner of the Baltimore truss with
chords horizontal.
The angle which the inclined web
members make with the vertical is 45
degrees, the secant of which is 1.41 .
The stress in each sub- vertical B 1, D d ,
Ff, etc. , is equal to the apex load that
comes upon them , which in the case of
dead load is 12 000 pounds.
All the members Ab , Cd, Ef, Ts, Tu ,
etc. , are stressed alike and equal to
12000
seco , or
2
6000 X 1.41 = 8460 pounds.
 .
--180_ -1204 -60
K
LMGH
IJCD
EFB O
N
Q
P
SR Υ
Ο
Τ
Y
X
W

0 u W
78

a m anр
R
, R,
X
Fig
. XIII

1
 79

To calculate the stress in ac, pass a

section cutting three members BC, CB
and ac, then take the center of moments
at C and equate the moment of the forces
on the left of the section to zero ,
ac X 30 + ( 20 000 16 000) 30
12 000 15 = 0,
and a c = -- 2000 pounds .
For the member D E proceed in the same
manner, taking the center of moments at
c, the equation is
DE X 30 + 4000 x 30 12 000 X 15
+12 000 X 15 = O from
which DE = - 4000 pounds .
The stress in Gf is found by multiply
ing the shear in the section cutting it , by
Secd.
Shear = 20 000 — 3 X 4000 - 6 X 12 000
= 64 000
and Gf = 64 000 X 1.41 = 90 240 pounds.
The stress in MN is found by taking
the center of moments at n and express
ing the moment of the forces on the right
of the section , thus
MN X 30 = 60 000 X 120 + 48 000 X 60
+48 000 X 60
 80

or MN = +432 000 pounds.

From the fundamental condition of
static equilibrium , namely , that the sum
of the horizontal components of the
stresses in any section must equal zero,
MN -- m n = km = np.

In calculating the stresses for the mem

bers in the river arm it is best to consider
the forces on the right of the section ; for
example, to find the stress in P Q , pass
section cutting PQ, Pq and pr. Take
center of moments at r, and the moment
of the forces on the right is made equal
to P Q times its lever arm , or

PQ X 30 = 60 000 X 60+ 40 000 x 30

- 12 000 X 15 ,
which gives PQ = + 154 000 pounds.

ARTICLE 22. -LIVE LOAD.

The live load generally taken for calcu

lation of stresses in the members of
bridges in America, consists of two of the
heaviest locomotives in general use, fol 1
1
 81

lowed by a train load of about 3000

pounds per linear foot.
The exact solution of stresses due to
such a live load for simple trusses is given
in standard works on stresses in framed
structures. The work involved in calcu
lating the stresses due to the true -wheel
load method is considerably greater than
that required by the use of uniform train
load with excess loads ; and, since the lo
comotive load specified by different rail
road companies varies considerably in
different parts of the country, there arises
on the part of bridge building companies
a general desire for some conventional
method of treating the train load which
will give easy and short computations
without giving results materially different
from the true ones .
Very close approximations to the actual
wheel loads have been found, and used
quite extensively in bridge computation.
The one given and used by Prof.
A. J. Dubois , in his “ Framed Structures "
involves the use of two concentrated ex
cess loads placed 50 feet apart, either
 82

ahead of, or in the middle of a uniform

train load, as desired, for max. shear and
moments .
Another method, and one quite exten
sively used on account of its simplicity
and satisfactory agreement with the wheel
load method, was proposed by Geo . H.
Pegram , in Transactions Am. Soc. C. E.,
for 1886. This method makes use of one
excess load, which may occupy any posi
tion in the uniform train load, and which
may be conceived as rolling across the
span on top of the uniform train load.
In the following analysis of stresses the
live load is taken as consisting of a uni
form train load and one concentrated
excess load, except when the train is di
vided so as to occupy two different por
tions of the bridge, when an excess load
may be taken with each part. This kind
of loading is adopted because it is easier,
and renders the analysis of stresses much
simpler and more easily understood, while
at the same time omitting none of the
principles involved in the exact wheel-load
method.
 83

ARTICLE 23. -LIVE LOAD STRESSES.

Assuming the excess load acting on one

truss to be 20 000 pounds, and the uniform
train load at 2000 pounds per foot or 2000
x 15 = 30 000 pounds apex load , the live
load stresses for the cantilever of Fig.
XXIII are found, as follows : Since the
live load consists of uniform load and
one excess load, the proper position of
these loads to give maximum positive and
negative shears and moments will be
found by reference to the rules already
established in Articles 11, 12 , and 13.
The maximum live -load stress in Bb,
D d , etc. , will occur when the uniform
train panel load and excess load come
upon them , and is 30 000 + 20 000 = 50 000
pounds.
Let the chord stresses be considered.
In Arts . 11 and 13 it is shown that the
chord members in the shore arm are sub
ject to positive and negative bending
moment, according to the position of the
live load. Maximum positive moment,
producing compression in upper and ten
 84

sion in lower chord, occurs when the uni

form live load covers the entire shore arm ,
with the excess load at the center of
moments.
Maximum negative moment, producing
tension in upper chord and compression in
lower chord occurs when the river arm and
central span is loaded, with the excess load
at the end of the river arm . The upper
chord is always tension and lower chord
always compression in river arm , and is a
maximum for this particular kind of truss
and arrangement of web members when
the live load covers central span and that
part of river arm to the right of origin of
moments with the excess load placed at
the end of the river arm .
The central span , being a simple truss,
requires no discussion as to proper loading,
since that is supposed to be understood .
The greatest tensile stress in ac due to
live load will be produced by positive mo
ment, or, when the uniform live load covers
the shore arm and the excess load at the
center of moments , which is at apex point
C. The reaction R , for this position of
 85

load, if half a uniform panel load is as

sumed to come at A, is R, 30 000 X 13
2
5
15 000 + x 20000 = 196 666 pounds .
6
and ac x 30 = ( 196 666 15 000) 30
30 000 x 15 = + 166 666 pounds.
This result is true if ab is allowed to
take compression which it is not, because
the counter b c comes into action thus re
ducing a c to o.
For F G the center of moments is at e
and the excess load at E. The reaction
4
R , is 180 000 + x 20 000 193 334
6
pounds.
Then FG - EF =
( 193 334 – 15 000) 60 — 30 000 ( 45 + 30 )
30
and F G = 281 670 pounds .
In order to find the stress in the chord
members of the shore arm due to negative
moment, the river arm and central span
must be covered with the uniform train
load, with the excess load at the end of
the river arm .
 86

The reaction Ri due to this position of

the load is equal to
( 135 000 + 20 000 ) 120 + 210 000 x 60
180
pounds , or Ri = – 173 333 pounds.
To find maximum compressive stress
in ce pass section through DE , E d and
ce, and take the center of moments at L,
then ce 173 333 X 60
346 670
30
pounds.
In the same manner
km X 30 173 330 X 6 X 30
and km = min = n p = 1 040 000
pounds.
Let a few of the chord stresses in the
river arm be next considered. Here the
upper chord is always in tension and
lower chord in compression .
Attention is called to the fact that
a greater stress can be obtained in
the upper chord members, if the central
span and river arm is loaded with the
uniform load on the right of the center
of moments than if the load extends up
to the section with the excess load in
 87

either case at the end of the river arm .

This is proved by the two following equa
tions representing the stress in P Q for
the two conditions of loading alluded to :
Passing section through P Q , Pq and
pr and taking center of moments at r', the
equations of moments when load extends
to section is P Q =
155 000 X 60 + 90 000 X 30 — 30 000 X 15
30
or P Q = + 385 000 pounds .
When the load is placed on the right
of the origin of moments ; that is, up to
and including apex point S , the equation
is
155 000 X 60 + 90 000 X 30
PQ = =+
30
400 000 pounds.
This proves that the stress in P Q is
15 000 pounds greater when the load ex
tends only as far as the middle of the
panel to the right of the center of mo
ments than when it is brought up to the
section .
For the stress in pr take the center of
moments at P, then
 88

155 000 X 90 + 150 000 X 45

pp =
30
or pr 690 000 pounds .
The calculation of stresses in the web
members of the river arm involves the
very same principles of loading that were
used in the calculation of web stresses
in river arm of highway bridge, Art. 14.
Take, for example, the member Rs. Its
stress is equal to the shear in the section
multiplied by 1.41 .
The maximum shear will take place
when all the load possible is put on the
right of the section , or when the central
span and river arm right of section is
loaded with uniform load , and with excess
load at some point between section and
end of river arm .
The maximum shear in section is then
245 000 pounds, and
Rs = 245 000 x 1.41 = + 345 450 pounds.
To find the stresses in the web members
of the shore arm is the most troublesome
part of the whole problem , but with care
in placing the loads in the proper position
to produce the greatest possible positive
 89

and negative shears, the stresses become

readily known when R, is known.
Take, for example, the member E d .
The greatest possible tensile stress in this
member will occur when the river arm
and central span is loaded with uniform
load and with excess load at end of river
arm and the shore arm covered left of sec
tion .
The reaction R , due to this loading is
from formula ( 19 ) , R , =

155 000 X 120 + 210 000 x 60—90 000 X 150

180
= 98 335 .
The shear in section is then — 98 335 -
90 000 = 188 355 and
Ed = 188 335 x 1.41 = + 265 550 pounds.
This result is obtained on a rather re
diculous supposition, in that the load on
left of the the section on shore arm , though
isolated from the other load on river arm ,
is assumed to come into the desired position
without any locomotive or excess load to
place it there . A more reasonable suppo
sition would be to place an excess load at
 90

the head of the uniform load left of the

section on shore arm .
Finding Ri by means of formula ( 19 )
gives,
Ri X 180 = 155 000 X 120 + 210 000
X 60 + 90 000 X 150 20 000 X 135,
and R , = - 83 335 pounds .
The shear in section is 83 335
110 000 = - 193 335 and Ed = 193 335
x 1.41 = + 272 600 pounds .
The stress c d is equal to the stress in
Ed minus the stress in E d caused by the
apex load at D or c d = 272 600 — 35 250
= + 237 350 pounds.
Since c d supports Cc the stress in Cc
must equal the vertical component of the
stress in cd ; therefore Cc equals 237 350
• 1.41 .
or Cc - 168 330 pounds .
The stress in Nn R , = P,
395 000 pounds, and M m equals Rg, but
from formula ( 18 ) , R , = P, - R ,
The greatest value for R , will occur
when the bridge is covered with live load.
That on the river arm and central span
being in the position occupied for maxi
 91

mum negative moment in shore arm , while

the shore arm is covered with uniform live
load with excess load at M. This gives
P , = - ( 12 X 30 000 + 20 000 + 15 000 ) =
395 000 pounds, and
R, X 180 = 155 000 X 120 + 210 000 X
60 ( 11 X 30 000) 90 15 000 X 180
or Rj = + 6666 pounds , and
R, = M m = 395 000 — 6666 = 401 666
pounds.
The maximum negative live load stress
in c d and d E is produced when the shore
arm is loaded on the right of a section
cutting D Е, d E and ce with the excess
load at E. Ri due to this position of the
load is
1 2 3 8 2
30 000 + Х
12
:) 3
20 000 103 335 and c d = d E = 103 335
x 1.41 = — 145 700 pounds.
Here is a member which shows itself
to be subject to alternate tension and
compression for different positions of the
live load, which is an objectionable con
dition , and can be avoided by the introduc
tion of a counter member de, which will
 92

prevent the members cd and d E from

taking compression .
The actual effective compressive stress
that can occur in cd, is the algebraic sum
of he stresses in cd due to dead live and
wind on train loads, which, taken from the
table of stress are + 42 300 145 700
and — 11320 respectively, the sum of which
is — 114 720 pounds.
This is very nearly the value of the
stress in the counter de. A counter is
needed, therefore, in any panel in which
the live load and wind overturning load
negative shear exceeds numerically the
dead -load positive shear. By reference
to the table of final maximum and mini
mum stresses , it is readily seen that the
only panels which need counter bracing are
the first three at the end of the shore arm
or bc, de and fg . In practice another
panel might be counter braced for the
sake of security .

ARTICLE 25.-WIND LOAD STRESSES.

Wind blowing on a bridge produces a

 93

double effect. First,-it has the effect of

stressing the members of the lateral sys
tem , and thereby producing compression
in the windward chords and tension in the
leeward chords. Second , —it has the effect
of overturning the bridge. This latter
effect produces an additional vertical load
on the leeward truss, and consequently
greater stress in the members of it, while
at the same time decreasing the stress in
the members of the windward truss . The
change of stress in web members of
trusses due to overturning effect of wind
is caused, however, by the wind on train
or live load alone , while the chord mem
bers are effected by both wind on train
and wind on truss.
Let the wind apex load on both the
upper and lower chords due to wind on
truss be 2000 pounds, except the end
apex load , which is 1000 pounds.
The stresses in the lateral system and
chord members are now found by apply
ing the principles given in the case of
highway bridge, Art. 16. The reactions
 A'BCD'EF G 1 к N
'LM 'zx
U yTQR
S 'v'w
1 J

FG
EA
BCD M
LHIJK ST
R
PQ
O
N Z
Y
X
VW
U
System
Lateral
Upper

EF
BCD
A IJ
H
G K
LM X
YZOP
W
V
STU
R
Q
N
XX
U
m n
с e k R Rug
RA
94

Elevation

m'n বিব
W
vu' 'x ববব

a W
X
V
ţų
LLower
' ateral
System
X
. XIV
Fig
 95

are found by reference to Fig. XXIV, to be

as follows :
For the upper lateral system from
formula ( 18 ) , Rg = + 56 000, and for
lower lateral system Rg = + 16 000
pounds . From formula ( 19 ) , R , for upper
and lower lateral system equals 3333
and + 8000 pounds respectively . These
results are obtained on the supposition
that the wind apex loads on the central
span are all transmitted by the lateral
systems of the central span to the end of
the river arm , and then acts through the
lateral system of the upper chord. This
is a rather more reasonable supposition
than that in the case of wind in the high
way bridge of Art. 16 , where the wind
apex loads on the lower chord of the cen
tral span were assumed to be transmitted
to the end of the river arm , and then into
the lower chord of the river arm by means
of the inclined transverse bracing J i' and
J'i. See Fig. XIX.
R, for upper system is found from
formula (21 ) to be + 53 333 pounds, and
for lower system + 18 000 pounds. To

1
 96

find the stress in any web member of the

upper lateral system due to wind on truss ,
multiply the shear into the secant of the
angle which the member makes with the
vertical. For N O shear is 52 000 pounds,
22
and Seco = - 1.4, and NO -: 52 000
16
x 1.4 = + 72 800 pounds .
The same stress takes effect in NO when
wind is reversed. Since these members
are duplicates the stress is given for only
one system . Stress in PP' is simply the
shear or P P = – 46 000 pounds.
The overturning effect of wind on the
truss is , in the case of a cantilever bridge,
a doubtful quantity, and very difficult of
satisfactory determination. It is perfectly
evident in the problem at hand that the
wind blowing on the shore arm affects the
chord stresses in connection with the lat
eral bracing, and that this effect is trans
mitted by the lateral system to the ends
of the shore arm, where, by means of the
cross-frame it is transmitted directly to
the abutment and pier. The wind on the
river arm and central span, or that part of
 97

it acting on the lower chord , has , however,

the effect of twisting the river arm , and
thereby causing some additional stress to
the chord members of the central span , as
well as additional stress in both chord and
web members of the river arm . This
change of stress must take place either
when the train is on the bridge or when
the bridge is unloaded. In the first case
the overturning effect of wind on train
would have the opposite effect to the wind
on truss ; or, in other words, would counter
act the overturning effect of wind on
truss . In the second case, the wind blow
ing at a time when no train is on the
bridge, the overturning effect of which on
truss would give stresses which combined
with the dead-load stresses would give re
sults very much less than the possible
maximum stresses caused when the bridge
is loaded. For these reasons the stresses
in the inembers of truss due to the over
turning effect of wind on the truss will be
omitted.
The overturning effect of wind on the
train, however , gives additional stresses in
 98

members of the truss , which , acting at the

time when the live load acts, should be
taken into account to give the maximum
stresses. Assume the train to consist of
box cars 10 feet high, and the wind pres
sure per square foot 30 pounds. This
gives 300 pounds per linear foot, or 300
x 15 = 4500 pounds per panel. Taking
the center of pressure of the wind at 9.5
feet above the center of the upper chord,
the overturning moment at each panel
point is then 4500 X 9.5 = 42 750 pounds .
This causes an additional vertical weight
to act at each apex point of the leeward
girder, equal to 42 750 = 16 = 2675
pounds, and relieves the windward girder
by the same amount.
This apex load effects the chord and
web members of the truss in the same
manner as a live apex load , and the pro
cess of finding the stress is consequently
a repetition of that for live load.
Since the final maximum and minimum
stresses are the result of combining those
stresses caused by the different possible
loading, it is necessary that care should
 99

be taken to get the stress in the members

due to overturning effect of wind, when
the live load occupies the same position
on the bridge that it occupied when the
live - load stresses were calculated.
The stress in the members of the cross
frames of the bridge have not been calcu
lated, since the method of calculating
them has been explained at the end of
Article 16, in highway bridges, and differs
in the railroad bridge only in the addi
tional surface exposed to the wind by the
train , or 4500 pounds per panel.
This force is to be considered only
when the bridge is a deck structure, since
the wind on the train is transmitted
through the wheels and track to the
chord on which it rests.
 100

Section of Truss and Train with Forces and

Lever Arms.

4500
pounds
pounds
2675

--16 "

Fig . XXV
 in
Stresses
Wind Lateral
Systems
.of
Fig XXIV
.

Win
on d Wind
on Maximum Wind
on Wind
on Maximum
Member
. Member
, Train
.
Trus
. s .Train Stress Truss
. Stress
,

'Z 2000 5625 7625 PP 000

46
- 47
250 250
93
Z
Y 2800 7+875 675
+
10 OP 6200
+ 7 150
+66 350
133
Y' 4000 8440 440
12 00 000
50 750
51 101
750
'
XY 8440 816
+11 216
20
+ '
O 800
72 450
+79 1250
+45
+ 1 + 1
X' 8000 812
11 812
19 NN 000
54 250
)56 250
110
'
X
W 000
1+4 16
+
536 530
30 2000
750
27 2160

+1+1+ 1
W
W 000
12
- 750
15
'
VW 600
19
+ 050
22
+ 650
41 4000
101

V
V 000
22 250
20 250
42 wx' 9960
UV 600
3†3 23.50
+8 9.50
61 w 6000
U' 000
26 750
24 750
50 w'V 9960
'
TU 200
39
+ 750
33 950
72 2000
'
T 000
30 250
29 250
59 1' + 8480
'
ST 4800
+4 950
40
+ 750
85 6000
SS 000
34 750
33 750
67 'Pr 960
1+ 6
'
RS 400
5+0 250
+
47 97
+
650 'pP 000
10
'
RR 000
38 250
38 250
76 440
25
+
R
Q 000
56 550
+53 550
+
109 'n 000
14
'
QQ 000
42 750
42 750
84 'm
m 16000
PQ +
850 450
121 680
29
Maximum Stress same as

61
+
600 59 'k
m
System due to wind on train.
wind on truss.

+ 1+1+1+1+1+1+1+1 + 1+1
No Stresses on Lower Lateral
 Stresses
Wind
Lateral
in
Systems XIV
X.of
Fig

Wind
on Wind
on Maximum Member Wind
on Wind
on Maximum
.
Member Train . .Train Stress
.
.Truss . Stress
, .Truss
k' 000
12 'F
E 2860
+9 850
3+8 710
6+8
!
ki 200
2+1 FF 330
23 625
29 955
52
8000 F
G 460
35 475
41 935
76
ig
' 1720
+ 2 '
G 330
27 875
31 59
205
'
gg 4000 'H
G 060
41 665
44 685
85
ger 4+210 '
H 330
31 500
34 830
65
'e 2000 'I
H 46
+
660 300
48 960
94
се 4240 I'I 330
35 37
500 830
72
cc 4000 I'J 52
+
260 500
52 1760
+04
102

wind on train.
!ас 720
12 J' 3:30
39 875
40 205
80

as wind on truss .
7000 J
'K 860
57
+ 225
57 +115
085

No stress s due to
a'

Maximum Stress same

'
Α 4330 250
26 580
30 '
Κ 330
13 625
44 953
87
ΒΑ' 7460 3650
+4 4110
+2 'L
K 460
63 475
62 +125
935
'
B 7330 375
24 705
31 '
L 3:30
47 750
48 080
96
'C
B 060
13 125
3+4 4+185
7 L'M 060
+
69 68
250 310
137
C'C 330
11 125
25 455
36 M'M 330
51 250
53 680
104
1+1+1+1+1+1+1+1+

CD 660
18 175
-35
+ 835
+
53
DD 330
15 250
26 580
41
'E
D 24
+
260 750
3+6 6010
+ 1
'
E 330
19 750
27 080
47

1+1+1+1+1
 Stresses
for
Cantilever
R.
shown
Xin
XIII
.Fig
Wind
Overturn
ng
on
.
Member Dead
Load
. Live
Load
. Train
. Maximum Minimum
Stress
. Stress
.
E. W.
aA 12
000 300
198 050
-16 +
16
050 226
350 000
12
Вь 000
12 000
50 2675 2675 675
64 12
000
Сс 000
24 330
168 710
12 1710 040
205 000
24
Dd 000
12 000
50 2675 2675 675
64 00
12
Еe 000
54 170
194 000
15 000
15 170
263 000
54
Ff 000
12 000
50 2675 2675 675
64 000
12
Gg 000
82 670
229 210
17 210
17 880
328 000
82
Hh 000
12 000
50 2675 2675 675
64 000
12
Ii 000
110 835
275 070
22 +22
070 905
407 000
110
103

Ji 000
12 000
60 2675 2+675 675
64 100
12
KK 000
138 670
331 630
27 630
+27 497
300 000
138
LI 000
12 00
50 2675 2675 675
64 000
12
Mm 000
160 660
401 640
34 640
31 300
593 000
160
Nn 168
000 000
395 440
33 440
33 440
596 000
168
00 000
12 000
50 2675 2675 675
64 000
12
Рp 000
146 000
365 425
29 425
29 425
540 000
146
QE 000
12 000
50 2675 2675 675
64 000
12
Rr 000
118 305
000 075
24 21075 075
447 000
118
Ss 000
12 50
000 2675 2675 675
64 000
12
Tt 000
24 000
80 5350 5350 350
109 000
24
Uu 000
12 000
50 2675 2675 615
64 000
12
Till
 R.
for
Stresses Cantilever
R.
shown
XFigXIII
..in
Overturning
Ef
Truss
on
.Wind .
Train
on
Wind Wind
of
fect
on Mini
Mem Dead Live Train
. Maximum
mim
.ber Load Load
. Stres
. s Stress
.
E. W. E. W. ,
E W.
5000
-
500
12
Ww0 +
2675 675
64
000
12
2675
Xx 71
250
000
38 38
8025
000
275
117
Yy
50
000
12 2675
675
64
000
12
000
Zz4
280 5350 5350
000
24
350
109
AB 3125
-
6000
350
1054 0
500
22 235
198
260
260
12
6000

U1
2003
400
2+48
10
000
+ -
500
245BC
6000
12875
+
260
12
260
410
159
3125
+350 2
254
1

- -
670
--181 440
+3345
8
4000
57
104

270
625
420
500
67
--
1000
+
000
060 CD
270
+173
4000
33014
+110
200
161 450
670
-181 5000
500
+
677 +
3345
3345
935
–
6625
1000
+
500
270
2015 4000
DE
+173
270
14
-167
185
+330
47043

- - -
670
--281 5325
+
500 830
7
65325
73
+
000
2+346
670
120
153
9EF—
500
40612
28
-
135
615
3535 56
5869
-81
2670 5325
830
7+ 53325
200
77
+
FG
2000
+346
670
75
120-1
+112
5535
500
+165
+63862
28
-
085 09 35

- - -
--300
000 6020
+ 200
77
76020
380 3
+
GH
-
1000
+135
+
620
500
-157
7800
4+520
000
8200 +700
800
42
810
-24852461
000
-300 5325+
73
5325
6830
+
500 7
+
HI
000
+520
8+100
-
1620
+157
-180
500
800
442
8254230
-283
320
819
800+
66
26701
- 5325
000
+5+ 7325
567
500
-
+ 63
3301
+693
000
H122
–2120
0001
150002
30
,57
070
57
0001+
+180
IJ
115
-256
260
068
+1
070
 R.
Cantilever
R.
for
Stresses
shown
XXIII
Fig
.in
Overturning
Mem Dead Truss
on
.Wind ,
Train
on
Wind Wind
of
Effect Maxi Mini
ber .Load Load
Live .
Train
on mum mun
. Stress
. Stress
.
E. W. E. W. E. W.
670
266 4408
4+57
000
123
230
-296
+1
€8070
120-2
000
070-5
+57
500
-202
330-2
+163
+122 7
00
093 25
+6JK
166
670 200
23
440
48
090
-100
330
504
+1
-71
340
+71
000
+225
500
66
8KL
+
-247
+200
620
240
670
+284
670
166 0 200
23
-+15-
340
7866670
-167
450
500+167
000
+247
-270
620
+240
000
-285
+LM 284
000+147
400
941
+1
-85
605
85
+432
MN +285
285 000
040
-1
000
270
000
-285
+236
250 NO-
56
560
351
+1000
+2175
485
5221 000
25
270
690 660
000 4
105

+
315
262
2-1 OP
690
+191
-236
250
000
+260175
56
190
-177
485
221 175
PQ
+
25032
-191
000
400
000 250
37
100
1-32 154
110
137
177809
010
190 50
+
650
735
000
+154
QR 1412
-
400
100
-137
500
+112
00010132
250 50000
751
+
500510
-111
000
170
750 360
RS
400
13
000
6365 250
101
70
0080
41000
+
78
750 200
42
3ST
6470
+ 70
8
000 307
550
750
18
400
13
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 THE VANNOSTRAND SCIENCE SERIES.

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No. 11
 THE VAN NOSTRAND SCIENCE SERIES.

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 THE VANNOSTRAND SCIENCE SERIES.

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and for Angles to Quarter Degrees between 1 degree
and
Table90 Book.)
degrees. (Reprinted from Scribner's Pocket
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The Graphical Staties of Mechanism .
A Guide for the use of Machinists, Architects and En
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GUSTAV HERMANN, Professor in the Royal Polytechnic
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Elementary Mechanism .
Text-Book for Students of Mechanical Engineering.
By ARTHUR F. Woods,Assistant Engineer U.S. Navy ,
Assistant Professor of Mechanical Engineering, Illinois
Stale University, etc., and ALBERT W. STAHL M. E. ,
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Fourth Edition. Iamo, cloth , illustrated . $ 2.00.
Elements of Mechanics ,
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Bowser's Analytie Mechanics.
An Elementary Treatise on Analytic Mechanics. With
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Elementary Mechanica, including Hydrostatics
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By ProfessorOLIVER J. LODGE Revised Edition. 12mo,
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Applied Mechanics.
A Treatise for the Use of Students who have time to
Work Experimental, Numerical, and GraphicalExercises,
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F. R. S. 8vo, cloth. Price $250.